Housing for arranging on a car body of a rail vehicle

Abstract

The invention relates to housings for arrangement on the car body of a rail vehicle, wherein the housing comprises a fundamentally cuboid-shaped, closed housing base body with two side walls, two end walls, an upper wall, and a lower wall, wherein the housing base body has an interior space in which electrical, electronic, and / or pneumatic devices can be arranged, is characterized in that it has four support arm sections with a respective mounting area for attaching the housing to supports of the car body, wherein the support arm sections are arranged completely outside the housing base body, and has two frame structures, each made of at least one metal profile, wherein the frame structures are each connected to two of the support arm sections and to edge areas of one of the side walls, the upper wall, and the lower wall, and wherein the frame structures are configuredtogether with the support arm sections, to fully bear the load of the housing body with devices arranged therein, or has two support arms each made of a continuous metal profile, wherein the support arms each form or are connected to two of the support arm sections, wherein the side walls are each made of a metal sheet in a trough shape, wherein a respective trough edge is connected to edge areas of at least the upper wall and the lower wall, wherein the support arms are each arranged on a concave inner surface of one of the side walls facing the interior of the housing and are connected to this side wall, and wherein the side walls are designed to partially bear the load of the housing body with the devices arranged therein.

Description

[0001] The invention relates to a housing for arrangement on the car body of a rail vehicle. The invention further relates to a rail vehicle with a housing according to the invention.

[0002] The operation of a rail vehicle requires a multitude of electrical, electronic, and, where applicable, pneumatic devices. Preferably, one or more of these devices or their components are arranged in a housing, which is also commonly referred to as a container. Particularly in the case of a rail vehicle designed as a multiple unit for passenger transport, such housings are preferably arranged on the roof or in the roof area, or in the underfloor area of ​​the car body, or distributed over several cars of the multiple unit, in order to maximize the passenger space available for passengers in the car bodies.

[0003] Both in the roof and underbody areas, a car body typically features longitudinal beams that, viewed along the transverse axis of the car body, extend over the entire length or at least a certain portion of the car body in the area of ​​the side walls. Mechanical interfaces are formed or additionally arranged on these longitudinal beams, to which the housings are connected via separate support arms. These support arms usually consist of two rectangular metal profiles with a continuous, closed hollow section, each of which is screwed or otherwise detachably connected to both the lower and upper walls of the housing and to the interfaces of the longitudinal beams. The function of the support arms is to brace the housing against the car body and to transfer the load of the housing, including any equipment housed within it, into the car body.The load-bearing capacity of the support arms is dimensioned accordingly, so that they can safely support the housing.

[0004] The upper and lower ends of the longitudinal beams, viewed along the vertical axis of the car body, typically have a gap to the roof and underbody, respectively. Depending on the design of the car body's cross-sectional profile, this gap can be up to several tens of centimeters. The space between the roof and underbody of the car body and the upper and lower walls of the housing is typically not used when employing the support arms described above.

[0005] Particularly in rail vehicles with limited space in the roof and / or underbody area for housings, for example in metro vehicles with a small cross-sectional profile of the car body and a possible arrangement of the housings exclusively in the underbody area, or in multiple units equipped with bulky traction battery containers for regional or long-distance transport, the utilization of this previously unused installation space is desirable. This can be achieved, for example, by rearranging the described support arms, by no longer positioning them on the lower or upper wall of the housing, but laterally outside or inside the housing. Such a lateral arrangement of the support arms allows, viewed along the vertical axis of the car body, the lower wall of the housing to be brought closer to the roof and the upper wall to the underbody of the car body, thus enabling the housing to at least partially fill the previously unused installation space.Advantageously, this can, for example, reduce the required installation height for the housing above or below the car body, or, with the same installation height, increase the volume of the housing by allowing for a greater height. However, if support arms are arranged laterally outside the housing or its side walls, a disadvantage is that, viewed along the longitudinal axis of the car body, a greater length is required for the housing, as the width of the support arms is added to the width of the housing. Conversely, if support arms are arranged laterally inside the housing or side walls, they result in a local limitation of the internal width and a corresponding reduction in flexibility for the arrangement of devices or device components, and potentially in the positioning of necessary openings.Recesses in the side walls for the arrangement of, for example, electrical, optical or pneumatic interfaces, feedthroughs, maintenance flaps, heat sinks or inlets and outlets for cooling air supply and exhaust.

[0006] The object of the invention is therefore to eliminate the disadvantages associated with known support arms for attaching a housing to the car body of a rail vehicle. This object is achieved by the respective features of the independent claims. Further developments of the invention are specified in the dependent claims.

[0007] A housing according to the invention for arrangement on a car body of a rail vehicle, wherein the housing has a basically cuboid-shaped closed housing base body with two side walls, two end walls, an upper wall and a lower wall, wherein the housing base body has an interior in which electrical, electronic and / or pneumatic devices can be arranged, is characterized in that it has four support arm sections with a respective mounting area for attaching the housing to supports of the car body, wherein the support arm sections are arranged completely outside the housing base body, and has two frame structures each made of at least one metal profile, wherein the frame structures are each connected to two of the support arm sections as well as to edge areas of one of the side walls, the upper wall and the lower wall, and wherein the frame structures are designedtogether with the support arm sections, to fully bear the load of the housing body with devices arranged therein, or has two support arms each made of a continuous metal profile, wherein the support arms each form two of the support arm sections or are connected to them, wherein the side walls are each made of a metal sheet in a trough shape, wherein a respective trough edge is connected to edge areas of at least the upper wall and the lower wall, wherein the support arms are each arranged on a concave inner surface of one of the side walls facing the interior of the housing and are connected to this side wall, and wherein the side walls are designed to partially bear the load of the housing body with the devices arranged therein.

[0008] A rail vehicle according to the invention has at least one car body and at least one housing according to the invention arranged on the car body.

[0009] One use according to the invention provides for an arrangement of a housing according to the invention on a car body of a rail vehicle.

[0010] The housing according to the invention advantageously enables a reduction in limitations with regard to both the overall width required for mounting the housing on the car body of the rail vehicle and the internal width of the housing interior. This reduction is achieved according to the invention by having frame structures arranged in the area of ​​the side walls, together with the support arm sections, completely bear the load of the housing body with the devices arranged therein, so that no support arms need to be arranged in the housing interior itself to locally restrict the internal width. The frame structures are designed as integral components of the housing, which, on the one hand, replace the continuous support arms required according to the prior art described above and, on the other hand, each serve at least one connection with a side wall, as well as with the top wall and the bottom wall.Alternatively, the advantageous reduction of restrictions according to the invention is achieved by trough-shaped side walls of the housing body, each of which is designed to absorb a portion of the load to be borne by the support arms, so that the support arms arranged inside the housing can be dimensioned with a lower load-bearing capacity. The edges of the trough-shaped side walls also serve to connect with at least the upper and lower walls of the housing.

[0011] For the purposes of further explanation, let us assume, by way of example, that, based on the introductory description, the housing is connected to the longitudinal beams of the rail vehicle's car body or their interfaces by means of the support arm sections or their mounting areas. The housing has a length that is primarily determined by the longitudinal extent of the side walls of the housing base and the support arm sections, a width that is primarily determined by the longitudinal extent of the end walls, and a height that is primarily determined by the height of the side and end walls. The side walls are aligned parallel to a transverse axis of the car body, while the end walls are aligned parallel to a longitudinal axis of the car body.Alternatively, the housing could also be connected to crossbeams of the car body, in which case the side walls would be aligned parallel to its longitudinal axis and the end walls parallel to its transverse axis. This alternative arrangement of the housing on the car body will not be considered further below, but is nevertheless encompassed by the invention.

[0012] The upper wall is the wall on the top side of the housing base, viewed along the vertical axis of the car body, while the lower wall is the wall on the underside of the housing base. If the housing is located in the underbody area of ​​the car body, the upper wall of the housing base is located on the side of the housing base facing the underbody, while the lower wall is located on the side of the housing base facing away from the underbody. If the housing is located in the roof area of ​​the car body, the lower wall is located on the side of the housing base facing the roof, while the upper wall is located on the side of the housing base facing away from the roof. The upper and lower walls are each aligned parallel to a plane defined by the longitudinal and transverse axes of the car body.

[0013] The basic cuboid housing body comprises a perfectly cuboid shape with right angles between the side walls and end walls, between the side walls and the top and bottom walls, and between the end walls and the top and bottom walls. The design also includes a cuboid shape that tapers along the vertical axis, for example, to adapt the housing shape to a specific clearance profile. For this purpose, the end walls can be oriented at a specific angle to the vertical axis along their entire height or part of their height, and the top wall can be shorter than the bottom wall if the housing is located in the roof area, or the bottom wall can be shorter than the top wall if the housing is located in the underside area.The base surfaces of the upper and lower walls remain rectangular, but due to different wall lengths with the same width, they have different sizes.

[0014] The walls of the housing body are preferably manufactured as individual components. However, several walls can also be combined into a single component, for example, the top wall and the two end walls forming a hood covering the housing interior. The walls are each punched or cut from a sheet of sheet metal of suitable thickness and, if necessary, bent or folded into the desired shape. Similarly, openings or recesses can be punched or cut into the walls to accommodate, for example, electrical, optical, or pneumatic interfaces, feedthroughs, maintenance hatches, heat sinks, or as inlets and outlets for the supply and exhaust of cooling air into and from the housing interior.

[0015] In the inventive design of the housing with two frame structures, each of the side walls is mechanically connected to one of the frame structures or to its metal profile. The side wall is attached to the frame structure, for example, in edge areas where the side wall covers or rests on the metal profile, by suitable screw, rivet, or weld connections. The upper and lower walls are mechanically connected to the frame structure in the same way. If the connection is designed to be detachable, for example, to allow the respective wall to be easily removed from the frame structure, a screw connection is preferred. Furthermore, a seal made of an elastic material should preferably be provided in the area of ​​the contact surfaces between the wall and the frame structure to ensure protection of the devices inside the housing from environmental influences such as, in particular, dust and moisture.

[0016] The housing's frame structures are each made of at least one metal profile. The respective frame structure is formed according to the desired shape, for example, from several frame structure elements, with the elements being permanently joined together, for example, by means of welded connections. The connection of the frame structures or their frame structure elements to the support arm sections arranged outside the housing body is also preferably permanently achieved by means of welded connections.Preferably, the frame structures are formed from two frame structure elements each, wherein a first frame structure element is connected to an upper edge region of the side wall, an edge region of the top wall, and the support arm sections, while a second frame structure element is connected to a lower edge region of the side wall, an edge region of the bottom wall, and also to the support arm sections. The first and second frame structure elements can each be formed from a single metal profile, for example, starting from an elongated metal profile by suitable cutting, bending, and welding of abutting edges.

[0017] The support arm sections are designed, according to the support arms described in the introduction, for example, as two rectangular metal profiles with a continuously closed hollow profile, wherein, in the embodiment of the housing according to the invention, the support arm sections are arranged completely outside the housing body with two frame structures. In principle, all support arm sections of the housing are arranged in the same plane with respect to the vertical axis; alternatively, if this is necessary for the arrangement of the housing on the car body, they can also be arranged in different planes. Both the mounting areas of the support arm sections and the longitudinal beams of the car body have respective interfaces that are compatible with the connecting means, so that a permanently durable mechanical connection of the housing to the car body is achieved.The interfaces of the longitudinal beams of the car body can, for example, be designed as so-called C-slots, in which T-nuts can be flexibly arranged along the length of the longitudinal beams as connecting elements. If the longitudinal beams are manufactured as individual extruded profiles using an extrusion process, such slots can be easily formed along the entire length of the respective longitudinal beam. In contrast, the interfaces of the mounting areas of the support arm sections can, for example, be designed as through-holes in the metal profile, in which screws can be arranged as additional connecting elements, which are then screwed into the T-nuts in the longitudinal beams.

[0018] In the inventive design of the housing with trough-shaped side walls, these side walls each assume a load-bearing function in order to support the weight of the housing body and the devices arranged therein, together with the connected support arms. The support arms are arranged on the side walls facing the interior of the housing and are preferably permanently mechanically connected to them, for example by means of welding, adhesive bonding, and / or riveting. Preferably, the edges of the troughs are also mechanically connected to the support arm sections in the respective areas where they meet, again for example by means of welding, adhesive bonding, and / or riveting. The respective length of the side walls can be selected such that they project slightly beyond the housing body or its end walls.For example, the side walls can have a fundamentally hexagonal shape, with two of the hexagon's vertices located in the areas of the openings for the support arm or support arm sections. By means of the trough-shaped design and a suitable selection, particularly of the material and thickness of the metal sheet, the desired load-bearing capacity of the side walls can be achieved, thus reducing the load-bearing capacity of the support arms. The load-bearing capacity of the side walls preferably corresponds to a significant portion, for example, at least twenty percentage points, of the total load-bearing capacity of the combination of side wall, support arm, and support arm sections.

[0019] The edges of the side walls, in addition to increasing stability for greater load-bearing capacity, also serve as a mechanical connection between the side walls and the edge areas of at least the top and bottom walls of the housing body. If these connections are to be detachable to allow easy removal of the top and bottom walls from the side walls, screw connections are again preferable. Furthermore, a seal made of an elastic material should preferably be provided in the area of ​​the contact surfaces between the edges of the side walls and the edge areas of the top and bottom walls to protect the devices inside the housing from environmental influences such as dust and moisture.

[0020] The side walls are preferably formed from a single sheet of metal, which has previously been punched or cut from a sheet of metal. The rim of each side wall is formed by bending or folding tabs of the metal sheet, with abutting edges of the tabs preferably being welded to form a stable, continuous rim. However, the rim formed from permanently joined tabs may be interrupted in the area of ​​the support arm or support arm sections. In these areas, the rim is preferably welded to the support arm or support arm sections to achieve a stable mechanical connection between the rim and the support arm or support arm sections. The side walls may, as described above, have openings created by punching or cutting.have recesses which serve for the arrangement of, for example, electrical, optical or pneumatic interfaces, feedthroughs, maintenance flaps, heat sinks or as inlets and outlets for the supply and removal of cooling air into or from the interior of the housing.

[0021] The continuous support arms connected to the concave inner surfaces of the side walls are mechanically connected to the support arm sections. In the area of ​​these connections, the support arms may, for example, have a rectangular metal profile with a closed hollow profile that is identical to or adapted to the support arm sections. The connections are provided, for example, in the area of ​​the end face of the housing body or in the area of ​​the end of the side wall extending beyond the end face. Preferably, however, the respective support arm and the two support arm sections are manufactured from a single continuous metal profile, with the two support arm sections or their mounting areas being formed from the respective support arm.This design offers the advantage, for example, of eliminating the need for separate welded connections between the support arm and support arm sections, which could lead to a local weakening of the profile material and thus a reduction in load-bearing capacity. The metal profiles of the support arms are, for instance, designed as extruded profiles manufactured using an extrusion process.

[0022] To reduce or limit the local constraints caused by the support arms guided along the side walls inside the housing, the support arms have a different shape over at least part of their length compared to the support arm sections. Any reduction in the load-bearing capacity of the support arms resulting from this different shape is at least compensated for by the side walls shaped according to the invention.

[0023] The rail vehicle is designed, for example, as a multiple-unit train, with each car having its own body, or as a locomotive or a single railcar with a single body. The multiple-unit train can be designed for local transport, such as a subway or tram, or for regional and long-distance transport, such as a commuter rail or high-speed train.

[0024] According to a further development of the invention, the frame structures are each made from at least one metal profile with an angle profile and / or from at least one metal sheet formed into an angle profile.

[0025] For example, a continuous extruded profile, preferably made of steel or aluminum, serves as an angle profile for the frame structures. This angle profile is preferably L-shaped with legs arranged at right angles. Frame structure elements with the desired dimensions are cut from the profile and then permanently joined to each other and to the support arm sections, particularly by welding abutting cut edges, according to the desired shape of the frame structure. Alternatively, instead of a pre-formed angle profile, the frame structure elements can first be cut from a sheet of metal and formed into the respective angle profile by bending or folding before being permanently joined to each other and to the support arm sections to form a frame structure.According to the above description, the legs of the angle profiles of the frame structure elements serve to connect the two frame structures to the side walls as well as to at least the upper and lower walls.

[0026] According to a further development of the invention, the frame structures of the housing are connected by further metal profiles, wherein the further metal profiles can each be connected to edge areas of one of the end walls as well as the top wall or the bottom wall.

[0027] The spaced-apart frame structures, which define the width of the housing, together with the additional metal profiles, which can also be referred to as connecting profiles, form a housing frame to which all walls of the housing body are connected. The additional metal profiles are designed, for example, as angle profiles, in particular corresponding to the angle profiles of the frame structures described above. The legs of the angle profile can be arranged at a right angle or, particularly in the case of a housing body that tapers in the area of ​​the top or bottom, at an obtuse angle. The additional metal profiles are preferably arranged in the area of ​​both the bottom wall and the top wall and connected to each of these walls.Alternatively, the additional metal profiles can also be arranged exclusively in the area of ​​the lower wall, whereby the housing body is supported on a stable frame. The additional metal profiles are preferably permanently connected to the frame structures, for example by means of welded connections.

[0028] After further training, the cross-sectional area of ​​the metal profile of the support arms is smaller in the area of ​​at least one partial length of the side wall than the cross-sectional area of ​​the metal profile in the area of ​​the support arm sections.

[0029] The disadvantageous local limitation described in the introduction, caused by support arms guided inside the housing, is advantageously reduced by means of a special shape for the metal profile of the support arms. For example, by reducing the width or tapering the metal profile of the support arms over the desired section of the side wall, the width of the housing interior available for arranging the devices can be increased in this area compared to the known constant cross-sectional profile of a continuous support arm. Reducing the width or tapering the support arms results in a smaller cross-sectional area of ​​the metal profile compared to the cross-sectional area in areas outside the selected section. The taper can, for example, be parabolic over the section, so that the cross-sectional area has a minimum in the middle of the section and a maximum at each end.If, as described above, the respective support arm is designed as a rectangular metal profile with a continuous hollow section, the wall of the rectangular profile facing the interior of the housing, as well as parts of the upper and lower walls of the rectangular profile, can be machined away to such an extent that an open C-profile is created with the upper and lower legs varying in length along the section. The open profile can then be closed again, for example, with a metal strip, preferably permanently by welding. The thickness of the metal strip can, for example, correspond to the wall thickness of the rectangular profile or be significantly thinner. Closing the open profile prevents environmental influences such as dust or moisture from entering the interior of the housing via the support arm.In the area of ​​the partial length, the support arm has a reduced load-bearing capacity, which is at least compensated for by the load-bearing capacity of the trough-shaped side wall connected to it.

[0030] After further development, the support arm sections are arranged centrally or eccentrically with respect to a vertical axis of the housing base.

[0031] A flexible arrangement of the support arm sections with respect to the vertical axis of the housing base also allows for advantageous use of available space in the area of ​​the underbody or roof, which, for example, allows the volume of the housing base to be increased or, with the same volume, a lower housing height below the underbody or above the roof of the car body to be achieved.

[0032] Exemplary embodiments of the invention are explained in more detail below with reference to the drawings. These show: FIG 1 a rail vehicle with housings according to the invention arranged in the underbody area of ​​end cars, FIG 2 a housing according to the invention in a first embodiment with frame structures, FIG 3 the housing according to the invention of the first embodiment with added walls of the housing base body, and FIG 4 a housing according to the invention in a second embodiment with trough-shaped side walls.

[0033] FIG 1 Figure 1 schematically shows a side view of an exemplary rail vehicle configured as an electric multiple unit (EMU) for passenger transport. Such multiple units are also known as EMUs. The EMU of the TZ train... FIG 1 This example comprises four cars, with the outer end sections of the car bodies (WK) of the two end cars EW1 and EW2 each resting on a powered bogie (TDG1 and TDG2), and their inner end sections, together with an intermediate car (MW1 and MW2), resting on a non-powered bogie (LDG) located at the respective car gangway. The car bodies (WK) of the adjacent intermediate cars (MW1 and MW2) also rest on a non-powered bogie (LDG) at their shared car gangway. Bogies on which two adjacent cars rest together are also known as Jacobs bogies. The car bodies (WK) of all cars in the TZ multiple unit are, for example, made from a multitude of welded metal profiles, specifically aluminum extrusion profiles produced using an extrusion process.Alternatively, the car bodies (WK) can also be designed as open frames clad with outer walls, which are connected to the frames, for example, by means of rivets. In the underbody area (UB) and, if applicable, in the roof area (DB) of the car bodies (WK), longitudinal beams running parallel to a longitudinal axis (LA) of the car body (WK) are provided or formed from metal profiles. These longitudinal beams serve, in particular, to attach housings (G) of equipment required for the operation of the rail vehicle, such as traction converters (SR1, SR2), as well as air conditioning units (not shown), auxiliary converters, on-board batteries, and, if applicable, traction batteries, to the car bodies. Such housings (G), which protect the equipment housed therein from environmental influences, are also referred to as containers.Each car has a passenger compartment (not shown in detail) containing seating and, where applicable, other amenities for passenger comfort. Passengers have access to the passenger compartments via doors located in cutouts in the side walls of the car bodies (WK) and via gangways between adjacent cars protected by bellows. The end cars (EW1 and EW2) may have a driver's cab at their respective ends, possibly separate from the passenger compartment, with controls for the driver to operate the train set (TZ).

[0034] On the TZ train set FIG 1 In the respective underbody area UB of the end cars EW1 and EW2, housings G of a respective traction converter SR1 and SR2 are arranged, for example, or mechanically connected to longitudinal beams in this area. The traction converters SR1 and SR2 serve, for example, to supply two traction motors each, located in the powered bogies TDG1 and TDG2, as schematically illustrated by the connecting lines between the housings G and the traction motors, which are marked as filled circles. The traction converters SR1 and SR2 are supplied with electrical energy, for example, via pantographs connected to a trackside power supply network, whereby neither the pantographs nor the supply network are located in the FIG 1 are shown. If the power supply network includes an overhead line running above the track on which the bogies rest, an electrical connection is made by means of one or more pantographs arranged in the roof area DB of the train cars TZ, whereas with a conductor rail running laterally along the track, the electrical connection is made by means of one or more pantographs arranged in the area of ​​the side walls or bogies of the cars. Particularly in Europe, such a power supply network can carry, for example, a single-phase alternating current of 15 kV, 16.7 Hz, or 25 kV, 50 Hz, or a direct current of 750 V, 1,500 V, or 3,000 V. In the case of a supply by means of a single-phase alternating current, in orThe rail vehicle is usually additionally equipped with a separate transformer and a rectifier in the traction converter, which transform the mains-side high voltage to a lower voltage and convert it into a direct current voltage.

[0035] FIG 2 Figure 1 schematically shows a first embodiment of the housing G with frame structures RS according to the invention in a perspective view. The walls of the housing base body GK are in the FIG 2 not shown and will only be discussed in relation to the FIG 3 This is explained in more detail. Housing G is to be used according to the description. FIG 1 The housing is designed to be arranged or attached to longitudinal beams in the underbody area UB of the car body WK of one of the end cars EW1, EW2 of the trainset TZ. Via fastening areas BF in the outer areas of the four support arm sections TAA of the housing G, it is mechanically connected, for example, to two longitudinal beams of the car body WK via detachable screw connections. Accordingly, the housing G has a length gl, which is mainly determined by the length of the side walls GSE of the housing body GK and the support arm sections TAA, with the side walls GSE each being aligned parallel to a transverse axis QA of the car body WK. In contrast, the width gb of the housing G is mainly determined by the length of the end walls GST, with the end walls GST each being aligned parallel to a longitudinal axis LA of the car body WK. The height gh of the housing G is mainly determined by the height of the side walls GSE or...The end walls GST are determined, with the walls GSE and GST additionally aligned parallel to a vertical axis HA of the car body WK. The longitudinal axis of the body G runs parallel to the transverse axis QA of the car body WK, the transverse axis of the body G parallel to the longitudinal axis LA of the car body WK, and the vertical axis of the body G parallel to the vertical axis HA of the car body WK.

[0036] In addition to the support arm sections TAA, which are manufactured as rectangular hollow profiles, for example as extruded profiles made of steel or aluminum, the housing G comprises FIG 2 Two frame structures RS are arranged parallel to each other and spaced apart along the longitudinal axis LA. Each of these frame structures RS comprises two frame structure elements RSE, which form an upper and a lower frame arch and are mechanically connected to two support arm sections TAA. A permanent mechanical connection between the support arm sections TAA and the frame structure elements RSE is achieved, for example, by means of welded joints. To increase the mechanical stability of these connection areas, additional reinforcing plates VB are provided, which are mechanically connected to both the support arm section TAA and the frame structure elements RSE. In the area of ​​the reinforcing plate VB, the rectangular profile of the respective support arm section TAA can, for example, be abraded on one side, creating a C-profile whose open side is closed by the reinforcing plate VB.In the area of ​​the housing base body GK, the frame structures RS replace a continuous support arm provided according to the state of the art described in the introduction.

[0037] The RSE frame structure elements are each made from an elongated metal profile, for example, an extruded steel or aluminum profile. The metal profile has an L-shaped angle profile with legs of equal length arranged at right angles. The RSE frame structure elements are cut from the metal profile, bent or folded into the desired shape, and welded together at their abutting edges to create a frame arch. Alternatively, instead of using a pre-formed angle profile, the individual RSE frame structure elements can first be cut from a sheet of metal and bent or folded into an L-profile before being bent or folded into the desired shape and welded together at their abutting edges.

[0038] The frame structure elements RSE, or the frame arches of the respective frame structure RS, have different heights, such that the support arm sections TAA are arranged off-center with respect to the vertical axis HA. After the housing G is positioned in the underbody area UB of the car body WK, its longitudinal beams are therefore lower in the direction of the underbody than in the direction of the track.

[0039] The frame structures RS of the housing G are connected to each other by additional metal profiles VP or connecting profiles. Together with these additional metal profiles VP, the frame structures RS form a mechanically stable frame to which the walls of the housing body GK are attached. These additional metal profiles VP, which are, for example, cut from an extruded steel or aluminum profile, are also designed as angle profiles. The legs of the two upper connecting profiles VP, viewed along the vertical axis HA, are arranged at a right angle, while the two lower connecting profiles VP are arranged at an obtuse angle. If necessary, only the lower connecting profiles VP can be used to achieve sufficient mechanical stability of the housing G.

[0040] FIG 3 The first version of housing G is shown in a different perspective view. In contrast to housing G of the FIG 2 The support arm sections TAA have a greater width in the area of ​​the mounting areas BF. This greater width allows, for example, the use of screws or bolts with a larger diameter in the through holes of the mounting areas BF for attaching the housing G to the longitudinal beams of the car body WK. Furthermore, the housing G of the FIG 3 in contrast to that of the FIG 2 exclusively lower metal profiles VP or connecting profiles for connecting the two frame structures RS.

[0041] In addition to the housing of the FIG 2 shows the FIG 3 The walls of the housing body GK are connected to the frame structures RS and the additional metal profiles VP. The panel-shaped upper wall GOB and lower wall GUN of the housing body GK are each connected to the upper and lower legs of the metal profiles that close off the frame structures RS, respectively. The lower wall GUN is additionally connected to the lower legs of the additional metal profiles VP, for example, by means of screw and / or rivet connections. Similarly, the side walls GSE are each connected to the laterally closing legs of the frame structures RS. The two end walls GST are each connected in their upper area, for example, to the upper wall GOB, while in their lower area they are each connected to the lateral leg of the additional metal profile VP, again for example, by means of screw and / or rivet connections.

[0042] The housing body GK, which is generally cuboid in shape, features tapers VJ in its lower section. These tapers VJ are caused by the different heights of the upper and lower frame structure elements RSE of the respective frame structure RS. This results, as described above, in the support arm sections TAA being eccentrically positioned with respect to the vertical axis HA, and also in the lower wall GUN being shorter than the upper wall GOB. Accordingly, the end walls GST are oriented at a specific angle to the vertical axis HA over a portion of their height in the area of ​​the tapers VJ. This angle can be achieved, for example, by bending or folding the end wall GST.

[0043] The walls of the housing body GK are, for example, each punched or cut from a sheet of suitable thickness and, if necessary, bent or folded into the desired shape. Similarly, openings or recesses can be punched or cut into the walls to accommodate, for example, electrical, optical, or pneumatic interfaces, feedthroughs, maintenance hatches, heat sinks, or as inlets and outlets for the supply and exhaust of cooling air into and from the housing interior GI. Such openings are shown in the FIG 3 not specifically shown.

[0044] FIG 4 Figure 1 schematically shows a second embodiment of the housing G with trough-shaped side walls GSE according to the invention in a perspective view. The housing G has two support arms TA, each connected to two support arm sections TAA. These support arms are arranged on the side of the side walls GSE facing the interior Gl of the housing base GK and are permanently mechanically connected to them, for example, by means of welding, adhesive bonding, and / or riveting. The support arms TA are connected to the support arm sections TAA, for example, in the area of ​​the end face GST of the housing base GK. The support arms of the FIG 4 These examples are each made from a single, continuous metal profile, from which the support arm sections TAA and their mounting areas BF are formed. The metal profiles of the support arms TA are, for example, extruded profiles made of steel or aluminum.

[0045] The two side walls GSE are each formed from a single sheet of metal of a suitable material and thickness. The metal sheets are, for example, stamped from a sheet of metal or cut from such a sheet according to the desired shape. The rims SER of the side walls GSE are formed by bending or folding tabs of the metal sheet at right angles, with the abutting edges of the tabs preferably being welded to form a stable, continuous rim SER. The rims SER are interrupted in the area of ​​the support arms TA, with the edges of the rim SER facing each interruption preferably being welded to the respective support arm TA, as exemplified by the welded joints SV.The side walls GSE have, for example, a basically hexagonal shape, with two of the points arranged in the areas of the feedthroughs for the support arm TA.

[0046] The rims SER of the side walls GSE, in addition to increasing mechanical stability, also serve as a mechanical connection to the upper wall GOB, the lower wall GUN, and the end walls GST of the housing body GK, whereby these additional walls are detachably connected to the side walls GSE by means of respective screw connections. The end walls GST of the housing G of the FIG 4 The end walls GST are adapted to the profile of the generally hexagonal side walls GSE by means of a respective chamfer. Alternatively, the end walls GST can also be straight, so that the housing body GK forms a perfect cuboid, or, corresponding to the housing G of the first embodiment, have a taper in the area of ​​the lower wall GUN. To protect the devices inside the housing Gl from environmental influences such as dust and moisture, seals made of an elastic material are preferably provided in the areas of the contact surfaces between the basin edges SER of the side walls GSE and the edge areas of the other walls.

[0047] To increase the mechanical stability of the housing G, the side walls GSE and / or the support arms TA can be mechanically connected to each other, particularly in the area of ​​the end walls GST, by additional metal profiles or connecting profiles. Such additional metal profiles can, for example, have edges corresponding to the basin edges SER of the side walls GSE, to which the additional walls are attached. FIG 3 However, such additional metal profiles are not specifically shown.

[0048] The side walls GSE have several openings OE or recesses, each created by punching or cutting the sheet metal. These openings and recesses serve to accommodate, for example, electrical, optical, or pneumatic interfaces, feedthroughs, maintenance hatches, heat sinks, or as inlets and outlets for the supply and exhaust of cooling air into and from the housing interior Gl. The other walls of the housing body GK, in particular the bottom wall GUN and the end walls GST, may also have corresponding openings or recesses as required.

[0049] To reduce the disadvantageous limitation of the interior width Gl of the housing body GK due to the continuous support arms TA guided on the inner sides of the side walls GSE, the width and thus the cross-sectional area of ​​the support arms TA is reduced over a specific partial length of the side walls GSE. This reduction can be illustrated as shown in the diagram. FIG 4For example, it could be parabolic along the section length. Starting from a closed rectangular profile, the cross-sectional area of ​​the metal profile is reduced to a desired minimum in the areas of the respective transition to a support arm section TAA, towards the center of the side wall GSE. To reduce the cross-sectional area, the wall facing the housing interior Gl, as well as parts of the upper and lower walls of the rectangular profile, are machined away, for example, to such an extent that an open C-profile is created with the upper and lower legs varying in length along the section length. The open profile is then permanently closed by welding with a correspondingly shaped metal strip.

[0050] The load-bearing capacity of the support arms TA is reduced in the area of ​​the reduced cross-sectional area to such an extent that they alone could not support the weight of the housing G and the equipment arranged within it against the car body WK. This local weakening of the load-bearing capacity is at least compensated for by the trough-shaped side walls GSE connected to the support arms TA, with the side walls GSE contributing a not insignificant portion, for example at least twenty percentage points, to the overall load-bearing capacity of the combination of side wall GSE and support arm TA including support arm sections TAA. Reference symbol list

[0051] BF Mounting area DB Roof area EW End car G Housing gb Housing width gh Housing height GI Housing interior GK Housing base gl Housing length GOB Top wall GSE Side wall GST Front wall GUN Bottom wall HA Vertical axis (car body) LAL Longitudinal axis LDG Bogie MW Center car OE Opening, recess QA Transverse axis RS Frame structure RSE Frame structure element SER Tub edge SRA Drive converter SV Welded connection TA Support arm TA Support arm section TDG Drive bogie TZ Multiple unit, rail vehicle UB Underfloor area VB Reinforcing plate VJ Tapering VP Further metal profile, connecting profile WK Car body

Claims

1. Housing (G) for arrangement on a car body (WK) of a rail vehicle (TZ), wherein the housing (G) has a basically cuboid-shaped closed housing base (GK) with two side walls (GSE), two end walls (GST) as well as a top wall (GOB) and a bottom wall (GUN), wherein the housing base (GK) has a housing interior (GI) in which electrical, electronic and / or pneumatic devices can be arranged, characterized by the fact thatThe housing (G) comprises four support arm sections (TAA) with a respective mounting area (BF) for attaching the housing (G) to supports of the car body (WK), wherein the support arm sections (TAA) are arranged entirely outside the housing base body (GK), and comprises two frame structures (RS) each made of at least one metal profile, wherein the frame structures (RS) are each connected to two of the support arm sections (TAA) as well as to edge areas of one of the side walls (GSE), the top wall (GOB) and the bottom wall (GUN), and wherein the frame structures (RS) are designed, together with the support arm sections (TAA), to fully support a load of the housing base body (GK) with devices arranged therein, or comprises two support arms (TA) each made of a continuous metal profile, wherein the support arms (TA) each form or are connected to two of the support arm sections (TAA).wherein the side walls (GSE) are each made of a metal sheet in a trough shape, wherein a respective trough rim (SER) is connected to edge areas of at least the upper wall (GOB) and the lower wall (GUN), wherein the support arms (TA) are each arranged on a concave inner surface of one of the side walls (GSE) facing the housing interior (GI) and are connected to this side wall (GSE), and wherein the side walls (GSE) are designed to partially bear the load of the housing base body (GK) with the devices arranged therein.

2. Housing (G) according to claim 1, characterized by the fact that The frame structures (RS) are each made of at least one metal profile with an angle profile and / or of at least one metal sheet formed into an angle profile.

3. Housing (G) according to any one of the preceding claims, characterized by the fact thatthe frame structures (RS) are connected by further metal profiles (VP), wherein the further metal profiles (VP) can each be connected to edge areas of one of the end walls (GST) as well as the top wall (GOB) or the bottom wall (GUN).

4. Housing (G) according to claim 1 or 2, characterized by the fact that a cross-sectional area of ​​the metal profile of the support arms (TA) in the area of ​​at least one partial length of the side wall (GSE) is smaller than the cross-sectional area of ​​the metal profile in the area of ​​the support arm sections (TAA).

5. Housing (G) according to any one of the preceding claims, characterized by the fact that the support arm sections (TAA) are arranged centrally or eccentrically with respect to a vertical axis (HA) of the housing base body (GK).

6. Rail vehicle (TZ) comprising at least one car body (WK) and at least one housing (G) arranged on the car body according to one of claims 1 to 5.

7. Use of a housing (G) according to one of claims 1 to 5 for arrangement on a car body (WK) of a rail vehicle (TZ).

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